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Koralm Tunnel, Construction Stage KAT 3 — World of PORR

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Koralm Tunnel, Construction Stage KAT 3 — World of PORR World of PORR 168/2016 PORR Projects Koralm Tunnel, construction stage KAT 3 Andreas Karlbauer Neogene widening ET South (581m) Neogene widening MI South (4,075m) The Koralm railway line (Graz – Klagenfurt section) Crystalline widening MI South (2,513m) Together with the new Semmering base tunnel and the Crystalline full breakout MI South (2,728m) Vienna main train station, the Koralm railway line forms part of Dismantling cavern (40m) a key project along the Baltic-Adriatic Corridor. The objective of the corridor is to connect the individual regions and emerging economies between the Baltic and Adriatic regions together. Bench cutting south tube Koralm tunnel overview Image: Toni Rappersberger Image: ÖBB Dismantling cavern south tube The Koralm tunnel The size of the dismantling cavern for the TBM from the KAT2 The Koralm tunnel is 32.9km long and crosses the Koralpe construction stage was optimised together with the client mountain massif at depths of up to 1,200m and connects during construction. By using two hanging rails with hoists Deutschlandsberg in Styria with Lavanttal in Carinthia. Two mounted in the transom, as an alternative to a gantry crane, tunnel tubes run parallel to each other at a distance of about the cross-section could be reduced from 354m² to 170m². 25 to 50m apart and are connected to each other every 500m with cross passages. Completion is expected in 2023. Trains Exploratory boreholes will then be able to travel under the Koralpe at a top speed of To explore the ground water conditions, exploratory 250km/h. boreholes were drilled over a length of 250m. The boreholes were drilled, after moving the standpipes, using a blow-out Construction stage KAT3 preventer from niches outside of the standard cross-section. The KAT3 construction stage consists of two tunnels which are being driven using different construction methods and Boring drainage for the TBM extend from the Carinthian side of the construction from 73km In drilling the neogene, 26 drainage holes, each with a length + 772 to km 63 + 200. of 30m, were bored from the face of the dome of the exploration tunnel in the direction of the north tube. These Geology holes serve to lower the ground water for TBM boring. The Geologically, the KAT3 Koralm tunnel is divided up into starting point, direction and inclination of the boreholes was different zones: adjusted to prevent blow outs during excavation of the north tube. Neogene sediments (alternating clay/silt/sand/gravel) The main Lavanttal fault North tube (continuous boring) Crystalline (fine grain gneiss, mica schist, marble) The north tube is predominantly drilled by machine. Only the exploratory tunnel (568m), and the TBM launch tube (70m) South tube (cyclic boring) are drilled conventionally. The south tube is driven over the entire length using cyclic tunnel boring. This includes widening the existing exploratory tunnel (ET) along a length of 7,209m. The remaining tunnel, up to the construction stage border with KAT2, was driven over a length of 2,728m at full profile. In the area of the KAT2 construction stage border, a disassembly cavern was dug out at the end of 2015 for the KAT2 TBM. The cyclical boring in the south tube consists of the following boring components: Page 1 World of PORR 168/2016 PORR Projects The mountain section of the neogene, to 4,444m length, (sedimentary rock and the main Lavanttal fault zone) is bored using multimode operation. The fault zones will be excavated in earth pressure (EPB) mode. Works acceptance TBM Image: PORR AG Front view of tunnel boring machine (TBM) Image: Toni Rappersberger TBM boring using a multimode TBM TBM boring is divided into the following geotechnical areas which are driven using different modes of boring: Sedimentary rock layers of neogene with loose rock behaviour (silt / sandstone) The main Lavanttal fault zone – marked fault tectonics Crystalline complex with predominantly hard rock properties (gneiss / mica / marble / amphibolite) TBM model Image: Herrenknecht TBM Image: Toni Rappersberger The 240m long boring machine was equipped for all the predicted conditions in the mountain, such as: Bridge, length of about 55m for the installation of sole elements, track extension and drilling equipment carriers TBM: View towards trailer 14 trailer units Image: Toni Rappersberger Length: 240m without towing points, total length of the plant 430m After completion of the EPB section, the TBM is converted Weight: 2,475t and the remaining 7,530m is driven in hard rock mode with a Equipment for all round mortaring and filling the ring arch muck ring conveyor and belt discharge. gap with pea gravel Equipment for multimode and hard rock mode Rapid switch over of modes with auger conveyor Drilling equipment for radial boring and longitudinal boring along and through the shield Page 2 World of PORR 168/2016 PORR Projects Machine data Machine name S-857 - "KORA" Machine type TBM with EPB components / single shield convertible to hard rock mode Nominal diameter 9,940mm Plate length 10.760m Installed output / 7,200 kW / 4,200 kW drive output Nominal torque12,800 kNm Nominal boring 98,000 kN / 120,000 kN force / max. bore force Tubing factory and store Image: Toni Rappersberger Number of forward 26 individual presses thrust cylinders Length TBM + approx. 250m and approx. 430m total trailer Weight TBM + approx. 2,475t trailer Inner shell and lining Waterproofing and drainage The south tube is designed as a drained tunnel, whereby arch drainage is dispensed with and a system of surface drainage and drainage holes is installed instead. The cyclically tunnelled part of the north tube is finished as a water pressure-tight tube in the region of the exploration tunnel and the TBM launch tube. The remaining tube is lined with a pressure waterproof shell. Tubing factory and store Image: Toni Rappersberger South tube inner shell The tunnel lining consists of an in-situ concrete shell with outer sealing system, which is drained by full bores in the arch base to the centre drainage. North tube inner shell The inner shell of the TBM tunnelling routes consists of a single shell tube lining with a sealing layer that is subject to particularly demanding requirements. In some areas of the neogene, the main Lavanttal fault zone, and the transverse divisions, and in the fault zones with high ground water pressure, the tubing must be reinforced by in-situ concrete for static loading reasons. Tubing installation Challenges in the tube design Image: Toni Rappersberger High pressure loads on the seal (up to 5.9 bar) Sealing width 36mm Tunnelling forces (max. 120 MN) at a specified tube wall thickness of 35cm Force transfer width 180mm The tube segments are manufactured to the highest quality requirements in a specially built field production unit with a circulation system. Page 3 World of PORR 168/2016 PORR Projects Tubing system base data Number of approx. 6,250 rings Ring division 6 + 1 and sole element Tubing Universal ring, sealed system Number of 43,750 tubing slabs, 6.250 sole elements slabs Tubing width 1.90m Tubing 35cm thickness Ring OD 9,500mm Ring ID 8,800mm Tubing Tubing slabs 7,350kg, overall ring 48,000kg, weight sole elements 14,000kg (max.) Sole plate, walkway and verges After completion of the drainage system, the main tunnels are then fitted with RBS plates (crack resistant sole plates), walkway and verges. Completion of the tunnel is scheduled for 2020. Owerview Koralmtunnel Image: ÖBB Project data Client ÖBB-Infrastruktur AG Contractor Porr Bau GmbH Total contract award net EUR 297,124,006.56 Contract signed 09/09/2013 Start of construction work 04/11/2013 End of construction 20/07/2020 Length of cyclic tunnelling 9,937m (of which 7,209m south tube widening) Length of cyclic tunnelling 638m north tube Length continuous tunnelling 11,974m north tube Cross tunnels 22 units (at 500m spacings) Page 4.
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